Rotary engine



OcLlo, 1939. WCJOHNSON 2,175,265y

ROTARY ENGIINE Filed Oct. l5, 1936 4 Sheets-Sheet l ATroRN Oct. 10, 1939. w. c, JoHNsoN ROTARY ENGINE 4 Sheets-Sheet 2 Filed oct. 15, 193e INVENTOR zdm .fanfsom ATTORN Oct. 10, 1939. w. c. JOHNSON ROTARY ENGINE 4 Sheets-Sheet 3 Filed Oct. l5, 1936 ATTORNEY ,E

Oct. 10, 1939.

INVENTOR man? f f ATTORNEY Patented Oct. 10, Y1939 yUNITED STATES PATENT OFFICE one-third to Gustave J. Ornauer,

Colo.

Denver,

Application October 15, 1936, Serial No. 105,633

4 Claims.

lIhis invention relates to prime movers of internal combustion type, and more particularly to so-called rotary internal combustion engines, and

has as an object to provide an improved construction and larrangement of elements constituting such a prime mover.

A further object of the invention is to provide an improved operative combination of stationary case and associated rotor elements arranged for 1o cooperation as an internal combustion engine.

A further object of the invention is to provide an improved internal combustion engine unit of rotary type susceptible of practical `development in multiple to produce a prime mover of any desired power output.

'A further object of the invention is to provide an improved operative combination of an eccentric rotor with a cylindrical chamber wherein the typical phases of a 4-cycle internal combustion 2", engine may act progressively to effect. continuous rotation of said rotor. A further object of the invention is to provide an improved internal 'combustion engine unit of rotary type wherein duplicate elements are diametrically opposed to form a perfectly balanced, 2-cy1inder assembly.

A further objectof the invention is to provide improved means in a rotary-type, internal combustion engine automatically operable to introduce a fuel charge within said engine. y

A further object of the invention is to provide improved means in a rotary-type, internal combustion engine automatically operable to compress a fuel charge within the combustion cham ber of said engine.

YA further object of the invention is to provide an improved arrangement of means in a rotarytype, internal combustion engine whereby the expansive powerpofa burning fuel charge is applied to drive the rotor element of said engine.

A further object of the invention is to provide .an improved arrangement of means in a rotarytype, internal combustion engine automatically operable to scavenge the burned and waste gases from said engine.

A further object of the invention is to provide improved means in a rotary-type, internal combustion engine readily adjustable to `vary the compression factor'of said engine. i

With the above and other objects in view, my invention consists in the construction, arrangement and combination of elements hereinafter set forth, pointed out in my claims, and illustrated by the accompanying drawings, in whichu Figure 1 is a cross section taken axially through a 3-unit embodiment of the invention. Figure 2 is a transverse section taken on the indicated line 2-2 of Figure 1. Figure 3 is a fragmentary, detail section illustrating a, preferred manner of interconnecting duplicate halves of the engine case illustrated in Figures v1 and 2. Figure 4 is a detail section, taken substantially on the indicated line 4-4 of Figure 1, through the rotor assembly on a plane parallel to the showing of Figure 2, certain portions of the case being broken away to better illustrate the construction and operative relation of the elements illustrated. Figure 5 is a fragmentary, detail section, taken on the indicated line 5 5 of Figure 4. Figure 6 is a plan view of an abutment element employed in the improved engine. Figure 7 is a fragmentary, detail section, taken on the indicated line T -l of Figure 2. Figure 8 is a fragmentary, detail section taken on the indicated line 8-8 of Figure 2. Figures 9, 10, 11 and 12 are diagrammatic views similar to Figure 2 wherein are progressively shown the various positions assumed by the operating elements of the invention during a complete cycle of engine operation,

In the construction of the improved engine as shown in Figure 1, three identical units are illustrated in operativerelation with a single engine shaft, but since the construction and operation of the units differ in no respect, only one of said units will be described in detail.

Each engine unit consists primarily of a xed, cylindrical housing or case I5 which carries all of the valves,v abutments, igniters, movable gates, and like elements required for operation of the engine, and a rotor assembly I6 rotatably mounted in concentric, housed relation with said case. The case I5 may be of any suitable specic form, size and construction so long as it provides the cylindrical chamber required to accommodate the rotor assembly, but for practicalco'nvenience and for facility in manufacture the casev I5 of each engine unit is preferably formed in two identical halves which meet and are joined together on aA line diametrically of the assembly, the meeting faces of said case halves preferably being formed with registering oset portions I5' marginally disposed adjacent integral, exterior lugs Il wherethrough suitable bolts or screws I8 engage to clamp the case halves into a rigid unitary assembly. Likewise, for facility in maintenance and convenience in manufacture, the valve, abutment,-gate and igniter elements employed in the engine are mounted in removable blocks I9 which are seated in suitably positioned 55 apertures in the exterior wall of the case I5 and held therein by means of suitable cap-screws 20 engaging with the case, inner margins of the blocks I9 aligning with anol` continuing the cylindrical inner wall of the case.

The case assemblies I5 of the engine units may be axially aligned and interconnected in any convenient manner and in such number as may be desired for a given engine output, and each such assembly is provided with 'suitable end plates 2| rigidly secured to the opposite ends of the case assembly, which end plates are formed with suitable journal bearings 22 arranged to align axially of the assembly to rotatably support and position a main shaft 23 axially coincident with the said assembly.

The rotor assembly I6 comprises a cylindrical shell 24 mou'nted on and suitably fixed by means of set screws 24', or the like, to the shaft 23 for free rotation within and in substantial filling relation with the case assembly I5, and a 2-lobed, unitary rotor cam 25 for each of the engine units. The rotor cam unit 25 is seated on and securely xed to the exterior surface of the shell 24 and is operatively received in an annular recess or chamber 26 formed in and opening inwardly from the unit case I5. The chamber 26 has an outer cylindrical wall concentric with the shaft 23, straight, parallel side walls 26 perpendicular to said shaft, and a depth substantially equal to the maximum projection of the rotor cam 25 beyond the cylindrical surface of the shell 24, the spacing between the side Walls of said chamber being substantially equal to the width of the rotor cam 25, so that said rotor cam is at all times fully received within the chamber 26 and engages at the apex of each cam lobe with the cylindrical wall of said chamber to divide the latter into two identical, non-communicating compartments. The lobes of the rotor cam 25 may be suitably sealed in any desired manner against the adjacent surfaces of the chamber 26, suitable' strips 21 of packing material which may be spring-urged into engagement with the chamber walls being illustrated in traversing relation with the side walls and apices of the cam lobes to minimize the passage of gases from one to the other of the chamber compartments past the cam lobes dividing said chamber.

Mounted in diametric opposition on and arranged to slidably reciprocate radially through the case I5, gate-elements 28 are disposed in obstructing relation across the opposite compartments of the chamber 26 with their inner ends in sliding engagement with the periphery of the rotor cam 25, and springs 29 engage between said gates and elements 29' fixed to the case I5 to yieldably hold the gates against the cam surface and in obstructing relation across the chamber compartments, it being obvious that during rotation of the cam said gates will beforced outwardly against the pressure of their springs 29 to permit the cam lobes to pass freely thereunder. Forwardly in the direction of cam rotation from each gate 28, a suitable intake conduit 3D communicates through the case I5 between a suitable carbureting device (not shown) or other suitable fuel mixer or supply and the chamber 26, the conduit 30 being suitably valve-controlled, as by means of a puppet-valve 3|, for inlet of fuel during that phase of operation when the chamber compartment with which the conduit is in communication is increasing in volume. The valve 3l is but typical of conventional intake Valves commonly employed in internal combustion engines and may,'naturally, be of such specific type, construction, and cooperative arrangement with other elements of the assembly as may be best suited to a given specific embodiment of the invention. Assuming 'a clockwise direction of cam rotation in Figure 2, it will be obvious that when the apex of a cam-lobe has passed a gate 28 and the adjacent valve 3| a suction effect is created as the chamber compartment between the receding curve of the cam, gate 28, and adjacent cylindrical case wall increases in volume, which suction effect acts through the`valve 3I and draws a fuel charge through the conduit 30 and into the chamber compartment. When the cam lobe has rotated some ninety degrees beyond the valve 3l there is no longer any increase in the volume in the chamber compartment with which said valve is in communication, consequently the suction effect ceases at that point and permits closing of the valve 3|, or if the valve be mechanically actuated it is timed to close when the suction effect is no longer operative. Rearwardly in the direction of cam rotation from each gate 28, and closely adjacent its respective gate, an exhaust conduit 32 communicates radially through the case I5 between the chamber 26 and a suitable exhaust manifold or stack 33. Due to the constant rotation of the camlobes in one direction and to the positioning of the gates 28, no valve control is required for the conduits 32, since it will be apparent that approach of a cam lobe toward an exhaust-conduit serves to diminish the volume of the chamber compartment with which said conduit communicates to ultimate thorough scavenging of the compartment, and that when a cam lobe has cleared a conduit 32 it passes immediately beyond the adjacent gate 28, leaving the conduit in communication with the next chamber compartment. Since a gate 28 is closely flanked on one side by the intake conduit and its control valve and on the other side by the exhaust conduit it is ex pedient and convenient to group the three elements in one removable block I9, as is clearly shown in Figure 2, the said groups being oppositely disposed in the unit case I5 for diametric alignment of corresponding elements in the groups.

A compression and combustion chamber for the fuel charge introduced through a conduit 30 is positioned some ninety'degrees forwardly in the direction of rotation from said conduit, said combustion and compression chamber preferably taking the form of a recess 34 formed in the outer cylindrical wall of the case I5 and arranged to open into the chamber 26 tangentially against the rotor cam 25 and in the direction of its rotation. The recess 34 preferably extends entirely across the cam face and has a depth inwardly from the cam face sufficient to give the desired degree of compression to the fuel charge to be confined therein. Since it may be desirable to vary the volume of the recess 34, said recess may be closed at its outer end by an adjustable block 35 which carries a suitable igniting device 36 and which is arranged for adjustment toward or away from the rotor` cam by means of suitable threaded elements 3'I engaging between said block and fixed portions of the case assembly I5. Immediately forward in the direction of cam rotation from the chamber 34 is positioned a hinged abutment 38 suitably arranged to confine the fuel charge to the compression chamber 34. The abutment 38 is substantially widge-shape in end elevation and rectangular in plan and is hinged at its narrower side with its wider side or butt most nearly adjacent the chamber 34 in a recess provided in the case assembly for that purpose, the inner surface of the said abutment being contoured toconform smoothly with the cylindrical wall of the chamber 26, A suitable expansive spring 39 engages between the outer surface o1' the abutment 38 and a fixed element of the case assembly to normally urge said abutment into sliding engagement of its 'butt end against the cam surface, so that, as a cam-lobe approaches said abutment after passing an intake conduit 30,

the fuel charge is trapped between said cam lobe and the butt end of said abutmentI to compress said charge and confine it within the chamber 34. To prevent escape of the fuel charge from the chamber 34 toward the intake conduit, a second abutment 40, in all respects similar to the abutment 38, is housed in a. recess adjacent and rearwardly in the direction of cam rotation from said chamber 34, which abutment 44 is hinged at its lesser end in a position reverse to that of the abutment 38 with its butt end adjacent the chamber 34 and is provided with a spring 4I which acts to maintain said abutment in sliding engagement of its butt end with the cam surface. As a cam-lobe approaches the abutment 40 during compression of a fuel charge, said abutment is free to rise against the pressure of its spring 4I` and permit passage of the fuel charge into the chamber 34, but after the cam lobe has passed under and cleared the abutment 40, the fuel charge confined in the chamber 34 meets the resistance offered by the butt end of the abutment 40 and is thus constrained against escape in the direction of the intake conduit. With the elements in the position shown in Figure 2, a fuel charge is compressed and confined within the chamber 34, at which point the igniter 36 is timed to re the charge for application of its expansive power to effect rotationof the rotor assembly. The burning gases are directed tangentially of the rotor cam and act on said cam rearwardly of a lobe apex to move the cam lobe away from the combustion' recess or chamber 34, said gases continuing to act upon the cam lobe until the latter uncovers the exhaust conduit 32 and passes the gate 28 to initiate a repetition of the cycle. Since the spring `39 would normally act to move the abutment 38 into engagement with the cam surface during the power phase of the operative cycle, it becomes necessary to provide means for holding said abutment within its recess and out of obstructing relation with the chamber 26 during the power phase. Various mechanical expedients may be employed to this end, one convenient arrangement being illustrated in Figure 4 as comprising cam tracks 42 xed to the rotor sleeve 24 in spaced relation with and on opposite sides of the rotor cam 25, which cam tracks 42 are engaged by suitable arms 43 xed to the hinge pintle of the abutment 38 and are so contoured as to hold the abutment 38 out of engagement with the rotor cam `during the power phase of the cycle and to permit cam and abutment engagement during the compression phase of the cycle. Obviously, the cam tracks 42 and arms 43 must operate in annular recesses in the case I5 separate and sealed from the chamber 26, as is clearly indicated in the drawings. For convenience, the compression and combustion chamber 34, the igniter 36, and said abutments 38 and 40 may well be grouped in and carried by a single removable block I9, in the manner indicated in Figure 2.

The engine unit assemblies above described vin Figures 9 to 12, inclusive.

may be arranged for cooling by either air or liquid circulation, the embodiment illustrated being provided with suitable intercommunicating chambers in the cylindrical walls of the case I5 and rotor shell 24 wherethrough liquid may be circulated in the manner common to conventional internal combustion engines. Since the case I5 is stationary, connections for the circulation of water within the case walls may conveniently be made directly to the case assembly, but because of the rotatable mounting of the shell 24 it is necessary to provide Water-circulating means communicating through the main shaft 23, which means are illustrated as comprising suitable bores 44 in the portions of the shaft 23 extending through the bearings 22 and conduits 45 suitably connecting inner ends of said bores 44 with the chambers in the shell wall.

The four phases constituting the operative cycle of the improved engine are clearly illustrated In Figure 9 the lobes of the rotor cam have just passed their respective gates 28 and are about to clear the intake conduits 30 to initiate the intake phase of the cycle, the power phase of the cycle having been just completed and the abutments 38 returned to engagement with the rotor cam in position to function in the compression phase which occurs simultaneously with the intake phase of the cycle. It is to be noted that with the arrangement of elements shown and described two phases of the operative cycle occur simultaneously, and that completion of the power phase is coincident with completion of an exhaust or scavenging phase accomplished by but on the other side of the cam lobe which has been acted upon during the power phase. In Figure 10, the rotor cam is shown rotated some forty-five degrees beyond its position according to Figure9, the cam lobes in Figure 10 acting on one side to complete the compression phase and on the other side to complete the intake phase, the abutments 38 continuing to act in confining the fuel charge within the combustion chamber. In Figure 11 the rotor has moved on to position the cam lobes at the beginning of the power phase where combustion of the compressed fuel charge may act to continue the rota-tion of the rotor assembly, the intake phase having been completed by the cam lobes and the conduits 30 closed by their respective valves 3|. In Figure 12 the power phase has operated to move the cam lobes some forty-ve degrees beyond their position as shown in Figure 11 and the power phase ls about one-half completed, the exhaust phase likewise approaching completion as the camv lobes move toward the gates 28 to force the burned gases outwardly through the conduits 32, With the arrangement shown anddescribed, it will be obvious that there are four complete power phases to each com"- plete revolution of the\ rotor assembly, such phases occurring in pairs and in such manner that the operative cycle is completed during each half revolution of the rotor assembly. This arrangement makes for a rapid succession of power impulses acting to continuously rotate the main shaft 23 and is productive of high operative eiliciency deriving from relatively small fuel consumption.

Since many changes, variations and modifications in the :necic form, construction and arrangement ofthe elements shown and described may be had Without departing from the spirit of my invention, I wish to be understood as'being limited solely by the scope of the appended u claims, rather than by any details of the illustrative showing and foregoing description.

I claim as my invention:

1. In a` rotary type internal combustion engine having axially coincident housing and rotor elements cooperating to define an annular chamber, and diametrically-opposed cam lobes on said rotor element for rotation Within and in obstructing relation with said annular chamber, diametricallyopposed gate elements obstructing said annular chamber in resiliently-yieldable end engagement with said cam lobes, compression and combustion chambers in diametricallyfopposed relation intermediate said gates, each of said chambers comprising a recess in said housing in unobstructed communication with said annular chamber, op-

positely-directed abutments hinged to said housing in paired relation on opposite sides of each of said chambers, means yieldably urging said abutments into engagement with said cam lobes, and directly-cooperating means on said rotor element and the abutment in leading relation with each chamber automatically operable to hold said abutment out of engagement with its adjacent cam lobe during thev expansion phase of the gases ignited in said chamber; together with means in paired relation on opposite sides of said gates for the intake and exhaust of gases relative to said annular chamber.

2. In a rotary type internal combustion engine having axially coincident housing and rotor elements cooperating to define an annular chamber, and diametrically-opposed cam lobes on said rotor element for rotation Within and in obstructing relation with said annular chamber, diametrically-opposed gate elements obstructing said annular chamber in resiliently-yieldable end engagement with said cam lobes, compression and combustion cham-bers in diametrically-opposed relation intermediate said` gates, each of said chambers comprising a recess in said housing in unobstructed communication with said annular chamber, abutments hinged in oppositely-directed, paired relation with and on opposite sides of each of said chambers and resiliently urged into engagement with said cam lobes for obstruction of said annular chamber, each abutment in trailing relation with a combustion chamber being disposed to yield to pressures developed within its portion of the annular chamber and permit escape of gases thereunder and into the adjacent combustion chamber, and directly-cooperating means on said rotor element and the abutment in leading relation with each combustion chamber automatically operable to hold said abutment out of engagement with its adjacent cam lobe during the expansion phase of the gases ignited within said chamber; together with means in paired relation on opposite sides of said gates for the intake and exhaust of gases relative to said annular chamber.

3. In a rotary type internal combustion engine having axially coincident housing and rotor elements cooperating to deiine an annular charnber, and diametrically-opposed cam lobes on said rotor element for rotation within and in obstructing relation with said annular chamber, diametrically-opposed gate elements obstructing said annular chamber in resiliently-yieldable end engagement with said cam lobes, compression and combustion chambers in diametrically-opposed relation intermediate said gates, each of said chambers comprising a recess in said housing in unobstructed communication with said -anunlar chamber, wedge-shape abutments disposed in oppositely-directed, paired relation on opposite sides of each of said chambers and hinged at their narrower ends to said housing to dispose their wider ends in opposition adjacent their respective combustion chamber, means resiliently urging the Wider ends of said abutments into engagement with adjacent portions of the cam lobes, whereby the abutment in trailing relation with a combustion chamber is mounted to yield to pressures acting against its inner surface and permit the passage of gases thereunder and into the adjacent combustion chamber, While the abutment in leading relation with said chamber is disposed to resist the escape of gases from said chamber, and directly-cooperating means on lsaid rotor element and the abutment in leading relation with a chamber operable to swing said abutment out of its engagement with the adjacent cam lobe during the expansion phase of gases ignited in said chamber; together with means in paired relation on opposite sides of said gates for the intake and exhaust of gases relative to said annular chamber.

4. In a rotary type internal combustion engine having axially coincident housing and rotor elements cooperating to dene an annular chamber, and diametrically-opposed cam lobes on said rotor element for rotation within and in obstructing relation with said annular chamber, diametrically opposed gate elements obstructing said annular chamber in resiliently-yieldable end engagement with said cam lobes, compression and combustion .chambers in diametrically-opposed relation intermediate said gates, each of said chambers comprising a recess in said housing in unobstructed communication with said annular chamber, and blocks slidably obstructing outer portions of said recesses and adjustable to vary the capacity and compression factor of said combustion chambers, oppositely-directed abutments hinged to said housing in paired relation on opposite sides of each of said chambers, means yieldably urging said abutments into engagement with said cam lobes, and directly-cooperating means on said rotor element and the abutment in leading relation with each chamber automatically operable to maintain said abutment out of engagement with its adjacent cam lobe during the expansion phase of the gases ignited in said chamber; together with means in paired relation on opposite sides of said gates for the intake and exhaust of gases relative to said annular chamber.

WILLIAM C. JOHNSON. 

